Car coupling and supporting apparatus



"May 5, 1942. A. J. BAZELEY CAR COUPLING AND SUPPORTING APPARATUS Original Filed'Deo. 5, 1935 4 Sheets-Sheet 1 n f. Th!! .JMHIT llll/Inull- INVENTOR ARTHURJ BAZELEY, UECEASED.

By ma May 5,1942 A. J. BAZELEY 2,281,662

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W www. .1x83 SQ. .S sul 4 Sheets-Sheet 3 INVENTOR A. J. BAZELEY CAR coUPLING AND SUPPORTING APPARATUS Original Filed Deo. 5, 1935 @NN QQ May 5, 1942.

vARTHUR J 1s/Azuay, uEcEAsEn" RUTH MGKEAN BAZELEY EXECUTRIX BY Camy/r May 5 1942- A. J. BAzELEY I CAR COPLING AND SUPPORTING APPARATUS 4 shee'is-sheet 4 original Filed Dc. 5, 1935 mVEHToR ARTHUR J BAZELEY, DEBE/:san RUTH mcKf/m BAZELE Patented May 5, 1942 artistr- CAR COUPLING AND SUPPORTING APPARATUS Arthur J. Bazeley, deceased, late of Shaker Heights, Ohio, by Ruth McKean Bazeley, executrix, Shaker Heights,'0hio, a'ssignor to National Malleable and Steel Castings Company,- Cleveland, Ohio, a corporation of Ohio (lriginal application December 5, 1935, Serial No.

53,012. Divided and this application 1939, Serial No. 278,016

13 claims.

This invention relates to improvements in car couplers and more particularly to a car coupler which may be tightly locked to another coupler of the same construction in order to substantially eliminate coupler slack, and to facilitate the automatic connection of hose lines, electric cables and the like when two cars are coupled together. By the use of such automatic connectors, the necessity and attendant dangers of having a person crawl in between two cars to connect or'disconnect these lines are also eliminated.

One diiculty encountered in providing a practical tight-lock coupler resides in the fact that a certain amount of lateral and vertical angling must bermade possible between two cars so that too great a strain will not be placed on the coupler head and knuckle when a train is traveling on a curved or graded track. This angling is largely taken care of with the standard E coupler having a 10A contour by the shape of the coupler heads and knuckles. Thus, according to present usage, the shanks of two couplers in coupled relationship may be angled both vertically and laterally with respect to each other. With a coupler tightly locked to a similar coupler, angling at the coupler faces is impossible and, in any case, hinders the use of automatic train line connectors.

One feature of this invention, therefore, resides in an improved coupler shank mounting or carrier construction by means of which the coupler shanks may be angled both vertically and laterally with respect to the car carrying the same. A particular feature of the improved carrier resides in the provision of resilient means for resisting movement lof the coupler shank in any direction.

A further object of this invention is to provide a centralizing mechanism adapted to be mounted on the car intermediate the ends of the coupler shank, whereby the coupler in uncoupled position is maintained in a position in which it is readily enabled to engage another coupler.

A further object of the invention is to provide a coupler and knuckle adapted to cooperate with a similar coupler in such a manner that the two knuckle noses may be tightly interlocked and the knuckle faces may also be pressed directly l against the opposing coupler faces. Asa practical matter, it is vimpossible to immediately change existing coupling equipment on railways replacing all of such equipment with this improved tight-lock coupler. A particular and very important feature of this invention, therefore,

June 8,

resides in the provision of a tight-lock coupler having the advantages described above vwhen coupled with a similar tight-lock coupler, and which is also adapted for coupling with equipment now in use, such as the standard E coupler having a. 10A contour. e This standard E coupler with the 10A contour will hereafter be referred to as anormal coupler or a normal contour.

A further feature' of the invention is the provision of a coupler vwith a knuckle having a contour intermediate thek contour of the tight-lock coupler and the normal orlOA contour, which may be termed ay semi-tight coupler. Such a semi-tight coupler is adapted to cooperate with normal couplers, anothersemi-tight coupler or the .improved tight-lock coupler. This semitight coupler is designed to take care of vertical and lateral angling, in part at the coupler face, and in part by means of the connection between the coupler shank and the car. Thusby using couplers in accordance with this invention proper vertical and lateral angling may be obtained under all conditions.

The above features and advantages may be better understood `in connection with the accompanying drawings. In addition, several constructional features, objects and advantages of this invention, which have not been mentioned above, will be pointed out in connection'with the following description of the embodiments of the invention illustrated in the drawings, in which:

Figure 1 is a top plan view, partly in section, showing a tight-lock coupler attached to a ver.- tical yoke of a draft gear in a car and also illustrating the improved vflexible carrier of this invention.

Figure 2 is a side elevation of the `assembly shown in Figure l'with parts of the carrier and related members being shown in section.

Figure 3 is a top plan view, partly in section, showing a coupler shank swive-lly attached to a draft rigging provided with a horizontal yoke.

Figure 4 is a vertical cross section of the assembly shown in Figure 3, with some of the parts in elevation and taken on the offset line 4-4 of Figure 3.

Figure 5 is a front viewof the flexible carrier and striking casting as viewed from the lefthand side of Figure 4, with the coupler shank and parts of the carrier and striking casting being shown in cross section.

Figure 6 is a detailed side elevation of `the striking casting assembly as viewed from the right side of Figure illustrating theforward end of the draft sill, the cheek plate, the carrier assembly, and associated parts.

Figure '7 is a vertical detailed cross section, taken on the line 'l-l of Figure 5.

Referring more particularly to the assembly illustrated in Figures l and 2, numeral 2li indicates the center sill of a car, in which a draft gear 2| of the friction type is suitably mounted. One end of this draft gear is provided with a member 22 which bears against a follower block 23, mounted for sliding movement between the vertically disposed arms 24 of the yoke 25. Yoke 25 is also provided with a pair of horizontally disposed arms 2B having key slots 21. Suitably connected to this draft gear yoke, as by key is a coupler shank 23 carrying a coupler head 29. Attached to the sides of the .sill near the end thereof are supporting brackets 39 having the inner ends 3| projecting inwardly `to limit forward movement of the follower block 23. These brackets are preferably made integral with carrier supports 61 adapted to support a striking casting 32, a carrier iron 33, and a carrier spring support 34, together with a pair of lateral coupler shank buffers 35, 35 for yieldingly supporting the coupler While allowing vertical and lateral angling between the coupler shank and the center sill of the car. The bracket 38, suitably reinforced by lugs 36m-serves to guide and limit downward movement of` the striking casting as referred to hereafter; numeral 3l indicates the end sill of the car.

The striking casting 32, may be supported by a carrier bracket or cheek plate such as is shown at 30 in Figures 1 and 2 in which a vertical yoke is used or at 68 in Figures 3, 4, 5, 6 and 7 in which a horizontal yoke is used. The cheek plates 30 or G9 may be made integral with the carrier supports 61, and are secured to the car sills by the rivets 69.

The striking casting 32, the carrier iron 33, the carrier spring support 34, and the carrier supports 61 may be all held in assembled relation by means of the bolts 'lil and the nuts '|I. A rectangular opening is thereby provided between the two carrier supports 67, the striking casting 32, and the carrier iron 33, adapted to receive the coupler shank 281. This opening is preferably proportioned so that only a very limited vertical movement of the coupler shank is possible without contacting either the carrier iron or the striking casting, while considerable space is left for lateral movement of the coupler shank between the two supports 61. Free lateral movement of the coupler and shank is desirable to facilitate coupling on a curve. Supports 61 may be provided with dowels 'i2 at the top thereof adapted to be seated in the recessed end portions ?3 of the striking casting 32 so that the latter may be moved upwardly in sliding engagement therewith.

The carrier iron 33 and the carrier spring support 34 are assembled as a single compressible unit. The carrier iron has a top surface 'I4 which may be made of wear resistant metal to support the coupler shank. A recess l5 is formed in the central portion of this top surface to receive the head 15 of the bolt Ti which, with the nut 13, holds the carrier iron and carrier spring support together. Bolt l1 passes through a downwardly ared opening 19 in the carrier iron and through an opening in the upwardly extending central section 8|] ofthe carrier spring support 34.

The lower surface of the carrier iron is preferably recessed on each side of the bolt l1 as shown at 8| and is provided with downwardly extending flanges 82 which define seats for the springs 93. The carrier spring support is formed with pockets 84 which provide seats for the lower ends of these springs 83. Suitable dowels 85 may be provided in these pockets, if desired, to insure retention of the springs 83 in their correct position. Bolts I0 pass through flared openings 86 in the carrier iron and flared openings 81 in the carrier spring support so that either of these members will be free to slide up or down the bolt without stressing it. Hence, the assembly comprising the carrier iron and carrier spring support is supported by the heads of the bolts 79, and the carrier iron is adapted to move downwardly against the action of the springs 83, being guided ,by the bolts 19. Similarly, the carrier spring support may move upwardly in a fixed path against the action of the springs 83. The carrier iron is preferably provided with vertical depending end walls 88 and side Walls 89, which may be tapered, to receive the carrier spring support upon compression of the springs 83 in telescoping relationship.

The striking casting is preferably provided with an upwardly extending flange 90 having a horizontal top portion 9|. The flange 90 is arranged to bear against the bracket 3B, thereby further limiting downward movement of the striking casting with respect to the center sill and providing a vertical guiding surface for the striking casting. f-

Supports 6l are preferably formed with integral cylinder portions 92 adapted to receive the plungers 93 which comprise the lateral guides or buffers 35 for the coupler shank. Safety brackets are preferably attached by bolts 9E to depending bracket arms 94 which are also formed integral with the cylinders 92 and the supports 61. These safety brackets may be L-shaped and formed with a main rib 91 and flanges 98 with the lower portion of the L extending underneath the bolts '19. If desirable these safety brackets may be formed with a lug on one side in such a position that it would interfere with the application of the bracket except in the proper position. Thus, in the event of a failure of the bolts 19, or of nuts 'H becoming loosened, the coupler shank will be prevented from falling downwardly, and will be maintained inthe correct position until the necessary repairs can be effected.

` Referring more particularly to Figures 3, 5, 8 and 7, it may be seen that the cylinders 92 are formed with openings 99 in the outer ends thereof. These cylinders are adapted to carry boltshaped members having a head |06 and a hollow cylindrical shank IBI. The heads of these members act as spring seats and the shanks thereof in cooperation with the walls of the cylinder 92 as guides for the springs |62. Buffer plungers 93 are inserted in the openings I 03 in the sides of the supports 6l, and are formed with piston-like end sections |94 of reduced cross section adapted to telescope into the hollow shanks |l. lThese end sections |04 are preferably also hollow and provided with an opening through which the bolts |05 may be passed, so that the nuts |96 in cooperation therewith vmay mantain the buffers 93 and the bolt-shaped members as a unit under compression of the springs |02. Compression of these members against the springs |02 is limited by the abutments |01 on the buffers 93 which are arranged to strike'the ends of the shanks just before the springs go solid. Buffers 93 are preferably formed with wings |08 and |09 of different size, which may be inserted in the correspondingly sized openings ||0 and in the side walls of the supports T. The buffers 93 can thereby be inserted in only the correct way.

These buffer units may be assembled separately and inserted as units in cylinders 92. After insertion of the wing projections |08 and |09 through their respective openings the buffer assemblies may be rotated 90, as indicated by the arrows in Figure '7, the wings |08 and |09 traveling in slots H2. This brings the elongated slots ||3 of the plungers 93 into a Vertical position (see Fig. 3) so that the bolts I0 may be passed therethrough, to retain the buffers against rotation and to hold the buffer assemblies in their respective cylinders. The outer ends of the buffer elements may be curved, as at |l4, to cooperate with the shank of the coupler which may be flared at about this point. These buffer elements also preferably have cut-out or notched portions, as at |5, to provide for receiving the ends of the yoke arms when the draft gear is under compression. The notches 5 are preferably sufciently large to keep the yoke arms from striking the plungers 93. By the use of wings |00 and |09 of different size, the plungers can only be inserted with the openings ||5 in the correct position.

In the operation of this coupler shank supporting structure, the shank is free to move longitudinally within the usual limits except as it may be restrained by the draft gear. The plungers 93 compressed against the springs |02 serve to yieldingly urge the coupler shanks into a substantially central position. When the shank is lifted with respect to the car, the striking casting is lifted thereby and acts through the bolts 'i0 to lift the carrier spring support 34. The carrier iron 33 is prevented from moving upwardly by the supports 3l, and hence the springs 03 are compressed, tending to exert a resilient pull upon the top of the coupler shank through the supporting bolts l0 and casting 32 and cause it to return into the central position. When the coupler shank is moved downwardly with respect to the car, the carrier spring support is rigidly maintained in position by the bolts 'l0 and the carrier iron moves downwardly, again compress- 1 ing the springs 83. It is apparent, therefore, that in the improved supporting structure of this invention, a single pair of springs is used to oppose resiliently vertical movement of the coupler shank in either direction.

A5 previously mentioned, the improved flexible carrier arrangement and swivel butt of this invention may be employed in connection with draft gear equipment embodying a horizontal yoke, as illustrated in Figs. 3 and 4, having the usual horizontally disposed yoke arms H6, surrounding a draft gear of any desirable construction. Attached to the forward end of the draft gear, as by draft gear bolts ||8, is a front follower block 9 having suitable reinforcing ribs on the top and bottom thereof and provided with a pair of horizontally disposed arms |2|. This follower block is arranged to slide between the yoke arms ||6, and is provided with an uninterrupted vertically curved surface |22, adapted to cooperate with a similarly curved surface 4| on the radial butt piece 42. This radial butt piece, the key bearing shoe 56, and the butt end of the shank 28 are held in assembled position by the pins 54 and 59. The key slot 62 in the coupler shank is adapted to receive the key 6| which seats in suitable slots |23 in the yoke arms I6. Forward motion of the front follower block I|9 is limited by a key |24, which seats in the relatively tight fitting slot |25 in the follower block and in elongated slots |26 in the yoke arms I6 and the elongated slots |21 in the cheek plates |28. With such an arrangement the coupler shank acts on the yoke arms ||6 through the key 6| to move the rear end of the yoke and draft gear forwardly. Key |24 holds the forward end of the draft gear against movement, thus compressing the springs. On buff, the coupler shank acts directly on the follower block ||9 and causes it to compress directly the draft gear springs. The rear end of the draft gear may be held against movement during bun? by a third key, stop lugs, or in any other suitable manner. Attached to the center sill 20 of the car are two sets of cheek plates 68 and |28. Cheek plates 68 are integral with the carrier supports El. The two sets of cheek plates define slots and provide supports for the keys 6| and |24. Key |24 may be held in place by a pin |29 having a suitable handle portion |30.

The swivel butt connection referred to above is described in more detail and is claimed in a separate divisional application Ser. No. 221,529, filed July 27, 1938 and issued as Patent No. 2,235,194, March 18, 1941.

This application is a division of application Ser., No. 53,012, filed December 5, 1935', and is sued as Patent No. 2,178,062, October 31, 1939', by Arthur J. Bazeley.

The terms and expressions which have been employed are used as terms of description and not of limitation, and there is no intention, in the use of such terms and expression, of excluding any equivalents of the features shown and described or portions thereof, but it is recognized that various modifications are possible within the scope of the invention claimed.

It is claimed:

1. In combination with a car coupler having a shank, means for attaching one end of said shank to a car for vertical and lateral angling therewith, and means for supporting said shank including means for resiliently opposing movement of the shank in any lateral direction, and means for opposing vertical movement of the shank comprising spring follower members, spring means therebetween and supports engaging said members, said supports serving to hold the means for opposing lateral movement of the shank in assembled position.

2. Car coupler supporting apparatus comprising substantially rigid side supports, a vertically movable spring supporting member extending between said side supports, vertically movable means suspending said member from said supports, a carrier iron, and spring means resiliently supporting said carrier iron on said spring support.

3. Car coupler supporting apparatus comprising substantially rigid side supports, a movable spring supporting member, means suspending said member from said supports, a carrier iron, spring means resiliently supporting said carrier iron on said spring support, and means intermediate said side supports for retaining said spring support and carrier iron in assembled position.

4. Car coupler supporting apparatus comprising substantially rigid side supports, a spring supporting member extending between said side supports, a striking plate above said supports, a carrier iron below said supports, means passing through said striking plate, side supports, and carrier iron for suspending said member, and spring means between said member and said carrier iron.

5. Car coupler supporting apparatus comprising a pair of substantially rigid side supports, a spring supporting member, a striking plate above said supports, a carrier iron below said supports, means passing through said striking plate, side supports and carrier iron for suspending said member, spring means between said member and said carrier iron, and means positioned beneath said member for supporting said member and carrier iron in the event of failure of said suspending means.

6. In combination with car coupler supporting apparatus including side supports, means for resiliently opposing lateral movement of a coupler shank comprising compressible buffer units in said side supports, and means for retaining said units in place, said means comprising members mounted in said side supports at substantially right angles to the direction of compression of said units and passing through elongated slots in said units.

7. In combination with car coupler supporting apparatus including side supports, means for resiliently opposing lateral movement of a coupler shank comprising compressible buffer units in said side supports, and vertically disposed means extending through elongated slots in said units for retaining said units in place, said retaining means also serving to support the coupler shank.

8. In combination with a car coupler support, a buffer unit for resiliently opposing movement of the shank of the coupler comprising a buier element, a spring seat and guide arranged in telescoping relation to said buffer element, spring means urging said element and spring seat apart and vertically disposed means extending through an elongated slot in said unit for holding said element, spring means, and guide in assembled relation, said buffer element having wing members of different sizes lio-cooperate with similarly formed notches in the support during assembly so that said buffer unit may only be used in one position.

9. In combination with a car coupler support and a movable yoke, a buffer unit for resiliently opposing movement of the shank of the coupler comprising a buffer element, a spring seat and guide arranged in telescoping relation to said buier element, spring means urging said element and spring seat apart and means for holding said element, spring means, and guide in assembled relation, said buffer element having a portion of its exposed surface cut out to allow for movement of said yoke forwardly into overlapping relation with said unit, and vertically disposed means extending through elongated slots in said buier element for maintaining the buffer element in a predetermined relation to said yoke.

10. In combination with car coupler supporting apparatus, a carrier iron, side supports for said carrier iron, xed pockets in the plane of said supports for buer units for opposing resiliently lateral angling of a coupler, buffer units having vertical slots therein and carrying laterally projecting wings, and openings in said pockets arranged to receive said wings only when said units are rotated from their normal position, said units and pockets being formed and arranged for rotation of said units to said normal position, said side supports being arranged to pass through said slots and thereby lock said units against rotation and removal from said pockets.

l1. Car coupling and supporting apparatus including a coupler, means for attaching said coupler to a car to allow vertical and lateral angling with respect to the car, supports passing through rigid means on each side of said coupler, a downwardly movable carrier iron extending between said supports, means extending between and engaged by said supports abovdi'and beneath said rigid means and said carrier Non and movable upwardly relative thereto, and means between said carrier iron and portions of said last named means for resiliently supporting the coupler, said supports, carrier iron, rigid means and last named means being formed and arranged to oppose resiliently vertical angling of the coupler in either direction.

l2. Car coupling and supporting apparatus including a coupling member, means for attaching said member to a car to allow vertical and lateral angling with respect to the car, means spaced from said member for resiliently resisting wide lateral angling, supports passing through rigid means on each side of said coupling member, a carrier iron extending between said supports, upper and lower movable members extending between and engaged by said supports above and below said rigid means and said carrier iron, and spring means between said carrier iron and said lower member for resiliently opposing angular movement of said coupling member in any vertical direction.

13. Car coupling and supporting apparatus including a coupler, means for attaching said coupler to a car to allow vertical and lateral angling with respect to the car, upwardly movable supports on each side of said coupler, a downwardly movable carrier iron extending between said supports, upwardly movable means extending between said supports above said carrier iron and adapted to be engaged by said coupler, means extending between said supports beneath said carrier iron and movable upwardly relative thereto, and spring means between said carrier iron and said last named means, said means extending between said supports above and below said carrier iron being so connected to said supports as to oppose resiliently upward vertical angling of the coupler.

RUTH MCKEAN BAZELEY. Erecutria: of the Estate of Arthur J. Bazeley,

Deceased. 

